Structural body of a vehicle having an energy absorbing device and a method of forming the energy absorbing device

ABSTRACT

In an embodiment, an energy-absorbing device can comprise: a polymer reinforcement structure, wherein the polymer reinforcement structure comprises a polymer matrix and chopped fibers; and a shell comprising 2 walls extending from a back and forming a shell channel, wherein the shell comprises continuous fibers and a resin matrix; wherein the polymer reinforcement structure is located in the shell channel.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a 371 of International Application No.PCT/IB2015/054518, filed Jun. 15, 2015, which claims priority to UnitedStates Patent Application Nos. 62/012,515, filed Jun. 16, 2014 and62/012,522, filed Jun. 16, 2014 and Indian Patent Application No.1618/DEL/2014, filed Jun. 16, 2014 all of which are incorporated byreference in their entirety herein.

BACKGROUND

The present disclosure relates to the structural body of a vehicle andto weight reduction thereof, particularly while meeting high-speed frontside and rollover vehicle crash countermeasures.

Automotive manufacturers are continuing to reduce the weight ofpassenger cars to meet the increasing government regulations on fuelefficiency and reducing emissions. The structural body of a vehicle (thestructure forming what is commonly known as the body-in-white (BIW)), isa vehicle's largest structure, and therefore ideal for weight reductionconsiderations. Body-in-white refers to the welded sheet metalcomponents which form the vehicle's structure to which the othercomponents will be married, i.e., the engine, the chassis, the exteriorand interior trim, the seats, etc. Reducing body weight, however,involves a trade-off with body stiffness, a key characteristic whichinfluences vehicle dynamics, durability, and crash worthiness.

This generates the need to design a BIW having reduced weight, withoutsacrificing durability and crash worthiness.

BRIEF DESCRIPTION

Disclosed, in various embodiments are forming tools, laminates, shells,and energy absorbing devices and methods of making and using the same.

In an embodiment, an energy-absorbing device can comprise: a polymerreinforcement structure, wherein the polymer reinforcement structurecomprises a polymer matrix and chopped fibers; and a shell comprising 2walls extending from a back and forming a shell channel, wherein theshell comprises continuous fibers and a resin matrix; wherein thepolymer reinforcement structure is located in the shell channel.

In an embodiment, a structural body of a vehicle can comprise: a hollowvehicle component comprising walls that define a cavity, wherein thevehicle component has a component length; and the energy-absorbingdevice; wherein the energy-absorbing device is located in the cavity.

In an embodiment, a vehicle can comprise: the structural vehiclecomponent; and the energy-absorbing device located in the structuralvehicle component; an engine; and a drive mechanism.

In another embodiment, a vehicle can comprise: the structural vehiclecomponent, wherein the structural vehicle component is theenergy-absorbing device, an engine; and a drive mechanism.

These and other non-limiting characteristics are more particularlydescribed below.

BRIEF DESCRIPTION OF THE DRAWINGS

The following is a brief description of the drawings wherein likeelements are numbered alike and which are presented for the purposes ofillustrating the exemplary embodiments disclosed herein and not for thepurposes of limiting the same.

FIG. 1 is a partial perspective view of exemplary areas of the BIW thatcan be reinforced.

FIG. 2 is a pictorial representation of exemplary locations for thereinforcement.

FIG. 3 is a perspective view of an embodiment of a polymer reinforcementstructure.

FIG. 4 is a perspective view of an embodiment of a shell.

FIG. 5 is a perspective view of an embodiment of the polymerreinforcement structure of FIG. 3 located in the shell of FIG. 4 .

FIG. 6 is an illustration of possible fiber orientation angles for theUD materials and laminates.

FIG. 7 is an illustration of one embodiment of making theenergy-absorbing device.

FIG. 8 is an illustration of another embodiment of making theenergy-absorbing device.

FIG. 9 is an illustration of another embodiment of a device and methodfor making the energy-absorbing device in, and in particular making theshell.

FIG. 10 is an illustration of an embodiment of an injection moldingscheme showing the gate and hence reinforced polymer flow scheme.

FIG. 11 is an illustration of an example of energy-absorbing devicehaving an irregular, varied shape that is complimentary to the shape ofthe structural vehicle component where it will be located.

FIG. 12 is a partial, cut-away, cross-section of an example of astructural vehicle component with the energy-absorbing device located inthe hollow channel and wherein the channels of the honeycomb structuresare oriented across (e.g., perpendicular) to the main axis.

FIGS. 13A and 13B are illustrations of an example of the energyabsorbing device disclosed herein comprising openings that enablemechanical attachment between the shell and the polymer reinforcementstructure.

FIG. 14 is a schematic drawing of an embodiment of a laminator.

FIG. 15 is a schematic view of a dynamic lamination process with a twinbelt laminator.

DETAILED DESCRIPTION

Many attempts have been made to provide BIW component for automotivevehicles, which are lighter and could be able to absorb a major portionof impact energy during high-speed crashes. Use of high strength steelin BIW components has been increasing rapidly. Lighter metal likealuminum and magnesium have also been explored. The wall thickness ofthese various BIW components is sufficient to impart the desiredstructural integrity to that element to meet its desired function andvarious regulatory requirements.

With foam filled components, a hollow part is filled with foam to itsfull volume, and the expanded foam material provides the connection tothe wall and thus the absorption of force and distribution of load. Thereinforcement characteristics are based on the material properties ofthe foam. However, foam reinforcement systems require a chemicalreaction that must be adapted to the production process of the vehicle,particularly in terms of the incident temperatures. The reinforcementfunction thus depends on accurate and constant adherence to the processparameters. Another disadvantage is that the structural parts can nolonger be disconnected from one another easily, making recycling moredifficult. In addition, completely filling the space with foam bringsabout a more or less homogeneous reinforcement effect, without theability to take three-dimensional varying design requirements intoaccount.

In crush countermeasure systems that include steel stampings fixed tosheet metal via thermoset adhesive, the adhesive will activate andexpand as the body goes through the ovens that bake the paint.Therefore, this system is not optimal. The stampings are heavy andexcessive adhesive would generally need to be applied to assure a solidbond from the countermeasure to the body.

Some crush countermeasure systems include steel stampings that are fixedto the sheet metal via thermoset adhesive. The adhesive will activateand expand as the body goes through the ovens that bake the paint. Thissystem is not optimal. The stampings are heavy and excessive adhesive isapplied to assure a solid bond from the countermeasure to the body.Another system includes steel stampings that are fixed to the sheetmetal via over mold injection mold design. The steel structures wereprovided with draft and material overflow provision. Once part is cooledand there forms a physical/mechanical bonding between the steel andpolymers.

It would be beneficial to provide lightweight BIW components comprisingcrush countermeasures that is lighter than aforementioned solutions andprovide ability to absorb more impact energy and/or protecting motorvehicle occupants. The crush countermeasures, e.g., energy absorbingdevices, can improve structural integrity, for example, by reducingexcessive deformation and improving crashworthiness during a vehiclecrash scenario. It would also be beneficial to provide a crushcountermeasure that may be easily manufactured and used in a motorvehicle without the use of additional processing steps.

In addition to the BIW components, reducing the weight while retainingthe structural integrity of other vehicle components is also desired.Some other vehicle components that can benefit from the energy-absorbingdevice disclosed herein include an instrument panel, cross-car member,door support bar, seat structure (e.g., frame), suspension controller(e.g., control arms), engine block, oil pump cover, as well as othercomponents that can benefit from a reduced weight high structuralintegrity element. As with the BIW components, these vehicle componentscan either be replaced by the energy-absorbing device, or theenergy-absorbing device can be located in a hollow portion of thecomponent.

As mentioned above, it is desirable to reduce the weight of a vehiclewithout compromising structural integrity and durability. Therefore, itis desirable to reduce the amount of metal employed in the vehicle whilenot sacrificing strength. Employed throughout the vehicle are hollowmetal structural elements (e.g., beams (e.g., bumper beam), rails (e.g.,roof rail), pillars (e.g., “A” pillar, “B” pillar, “C” pillar, “D”pillar), rockers (e.g., floor rocker), bars (e.g., floor cross-bars, andcross bars in chassis ladder), and so forth). For example, refer to FIG.1 , which illustrates the locations of the roof rail 58, “A” pillar 50,“B” pillar 52, “C” pillar 54, “D” pillar 56, and floor rocker 60.Disclosed herein are energy-absorbing devices, e.g., reinforcement forBIW components. Some examples of possible locations for theenergy-absorbing device are illustrated in FIG. 2 , locations 70, whichfurther illustrates a drive mechanism 76 and engine 74. Desirably,energy-absorbing devices are lighter than metal-plastic hybridreinforcements and provide better crash resistance than all plasticreinforcement, metal-plastic hybrid reinforcement, or foamreinforcement.

The energy-absorbing device, e.g., BIW component, is a hybrid ofcontinuous fiber reinforced-polymer composite and short/long choppedfiber reinforced composite material solution that can be positioned inhollow channels of the BIW components. This hybrid structure comprises ashell of continuous fiber, reinforced polymer over-molded with structureof chopped fiber (e.g., chopped short fiber (e.g., fibers having alength of less than 1 millimeters (mm)) and/or chopped long (e.g.,fibers having a length of 1 to 10 mm, specifically, 3 to 5 mm) fiber)reinforced thermoplastic. The structure formed from the chopped fiberreinforced material can have various geometries that enable the desiredenergy absorption characteristics, e.g., rib pattern (for example across-rib pattern, honeycomb geometry, and so forth).

The energy-absorbing device can be formed, for example, by making shellstructure of continuous fiber reinforced-polymer through variousmethods. The continuous fiber reinforced-polymer can comprise fiberfabrics and/or unidirectional (UD) tapes, collectively referred to asfiber structure. UD tapes can have greater than or equal to 90%,specifically, greater than or equal to 99% of the fibers oriented in thesame direction. Fabrics have fibers in a single plane and oriented in atleast two directions (e.g., a weave). The fiber structure (e.g., fabricsand tapes) can be formed into laminate(s) (also referred to as a sheet),wherein the laminate can be formed into intermediate(s), preform(s)),and the like. Individual layers comprise a ratio of resin matrix tofibers of 60/40 to 40/60 ratio by weight, specifically, 55/45 to 45/55,60/40 to 40/60 ratio by weight, for example, 50/50 ratio by weight. Thisratio can be attained by forming the layer using a volume ratio of resinto fibers of 70/30 to 30/70, preferably 65/35 to 35/65, for example,60/40. For example, a resin matrix/fiber ratio by density of 40/60 canyield a 50/50 ratio by weight with a 3,000 tow or 3,000 twill weave. Thespecific ratio can be dependent on the materials used and the volumedensity of the fibers (e.g., the fabric). The specific amounts canreadily be determined from the information herein.

When laying up the fiber structures, each subsequent layer can beoriented such that the fibers extend in the same direction as in thefirst layer (i.e., oriented at 0 degrees with respect to the firstlayer), or at a different angle than the fibers of the prior layer,e.g., at 45 degrees or 90 degrees with respect to the prior layer.Therefore, the layup (and/or the lamina) can be arranged in variousorientations with respect to one another to attain a desired structuralintegrity, e.g. 0 degrees and 90 degrees (also referred to as “0/90”),(0/90/0), (0/45/−45), 0/60/−60), (0/45/90/0), and so forth, with analternating 0 and 90 degree being desirable. Also desirable, the layupis a “balanced” layup comprising multiple layers with alternating fiberdirection from one layer (i.e., fabric structure) to the next layeruntil the center of the layup then the alternation stops and reversesitself (e.g., (0/90/0/90/90/0/90/0), (0/90/45/0/0/45/90/0),(0/90/0/0/90/0) or (0/60/90/90/90/60/0)). FIG. 6 illustrateslaminate/layup fiber orientations, wherein the first layer is consideredto be oriented at 0 (i.e., zero degrees). Each subsequent fiberstructure is oriented such that the fiber direction is at an angle withrespect to the fiber direction of the first fiber structure. The desiredcombination of fiber angles is dependent upon the desired stiffness ofthe shell.

The number of layers employed is based upon the desired thickness andstructural integrity of the shell. The shell can have a total thicknessof 0.2 to 10 mm, specifically, 0.3 to 3 mm, more specifically, 0.5 mm to2 mm, and still more specifically, 0.5 mm to 1.5 mm. Each layer can havea thickness of 0.1 to 0.4, for example, 0.1 to 0.2 mm.

Optionally, all of the fiber structures of the layup can have the sametype of fibers (e.g., composition and/or diameter), or some fiberstructure(s) can have a different type of fiber (e.g., compositionand/or diameter).

The lay-up can be formed to produce a shell. The shell can then beovermolded with chopped fiber reinforced polymer material to formreinforcing elements (e.g., ribbed or honeycomb structure), in theshell.

The energy-absorbing device can then be used in a BIW component toprovide structural integrity (e.g., in the B-pillar).

For high-speed front crash (e.g., a speed of greater than or equal to 29kilometers per hour (kmph)), front portion of the vehicle chassis (e.g.,bumper beam, energy absorber, and rails), absorbs maximum amount ofimpact energy. For high-speed side crashes B-pillar, floor rocker, andfloor crossbars play key role in energy absorption. For rollover orroof-crush the A-pillar, B-pillar, and roof rails play key role inimpact energy absorption. Generally above-mentioned components arehollow metal sections. Depending upon the necessary structural integrityof the particular element, the energy-absorbing device can replace theelement, or can be inserted into the hollow cavity of the element. Ifthe energy-absorbing device is located in the element, the thickness ofthe element can be reduced, thereby reducing vehicle weight. Thedisclosed crush countermeasure provides impact resistance and/orreinforcement characteristics in a lighter weight structure as comparedto prior systems composed entirely of metal. The crush countermeasureprovides a lightweight crush system having comparable protection tocurrent all metal systems. As such, the overall weight of a vehicle isreduced without any compromise on the safety considerations topassengers.

Disclosed are energy-absorbing devices comprising a shell comprisingcontinuous fibers in a polymeric matrix, and a polymer reinforcementstructure inseparable from the shell, wherein the device can be locatedin a structural vehicle component (e.g., a BIW component). As usedherein, “inseparable” refers to an inability to separate the componentswithout damage to one or both of the components. The device can belocated throughout the structural vehicle component, in strategiclocations within the structural vehicle component (“localized”), or canreplace the structural vehicle component. BIW components that can bereinforced include the beam(s), rail(s), pillar(s), chassis, floorrocker, and cross-bar(s), as well as combinations comprising at leastone of the foregoing, e.g., the junction of the A-pillar and the floorrocker. Optionally, the device can be employed to reinforce otherstructural vehicle components besides the BIW components, such as aninstrument panel, cross-car member, door support bar, seat structure(e.g., frame), suspension controller (e.g., control arms), engine block,oil pump cover, as well as other components, as well as combinationscomprising at least one of the foregoing.

The shell can form a channel defined by greater than or equal to 1 wallfor example 3 sided U channel. The channel can have, for example 3sides, or 4 sides, with a channel therethrough, such that the channel isopen on each end. Optionally, side wall can include opening though thewall such that, when the reinforcement is formed, molten polymer canpass from within the cavity, through the opening, and solidify tofurther secure the polymer reinforcement structure within the shell.Optionally, openings (e.g., small openings) around the free edges ofchannel, such that the molten plastic can flow over edges and solidifyto further secure channel and reinforcement.

The number of holes can be greater than or equal to one, specificallygreater than or equal to two, e.g., 2 to 4 holes, for ease of polymerflow inside out. The hole diameter (along a major axis) can be up to 20mm (e.g., 0.5 mm to 20 mm), specifically, 1 mm to 10 mm, and morespecifically, 2 mm to 7 mm (e.g., 5 mm).

The polymer reinforcement structure can have a honeycomb structure,e.g., an array of columns and channels. The combs of the structure canbe a shape having greater than or equal to 5 sides, such as pentagonal,hexagonal, heptagonal, and octagonal, and so forth, geometries, as wellas combinations comprising at least one of the foregoing geometries, andspecifically a hexagonal geometry. Optionally, the channels of thehoneycomb structure extend from one end of the structure to the otherend of the structure, so that the structure is open on both ends, andwherein one end (e.g., the second end of the channel) can optionally bedisposed in physical contact with a side of the shell, therebyeffectively blocking the second end. Polymer honeycombs can be made bybonding extruded polymer tubes together, injection molding the polymerhoneycombs, extruding the honeycomb structure, or otherwise formed. Forexample, the element can be a co-extruded component having combs of thesame or different material, e.g., adjacent combs can comprise adifferent material composition. Optionally, some or all of the combshave foam therein. In other words, the combs can, individually, behollow or filled, such that the structural integrity can be modified byfilling particular combs, by using different polymer for particularcombs, or a combination comprising at least one of the foregoing. Onepossible fill material is foam. Desirably, the honeycomb structure isformed by overmolding the shell using an injection molding process.

The polymer reinforcement structure can further or alternativelycomprise a rib structure. For examples, ribs can extend across thechannel of the shell, between sidewalls and/or a back wall. Various ribdesigns are possible, including triangular, wave, diagonal, crossed, andthe like. For example, the ribs can form a triangular, rectangular, “X”,or other structure.

The shell and the polymer reinforcement structure can, independently,comprise various polymeric materials, e.g., thermoplastic, thermoset andcombinations comprising at least one of the foregoing. The particularmaterial can be chosen based upon its properties, the desired locationin the vehicle, and the characteristics of that location. For example,in some embodiments, the material can have moderate stiffness (e.g.,Young's modulus of 0.8 gigaPascals (GPa) to 30 GPa, specifically, 3 GPato 15 GPa, for example 7.0 GPa), good elongation (e.g., greater than 1%elongation), chemical resistance and/or heat resistance under vehiclemanufacturing conditions (e.g., welding, painting, etc., for example, attemperatures 400° F. for 30 minutes, which enables the polymerreinforcement structure to maintain integrity as the part travels withthe auto body through paint bake). Examples of polymers includethermoplastic materials as well as combinations comprising thermoplasticmaterials. Possible thermoplastic materials include polycarbonate;polybutylene terephthalate (PBT); acrylonitrile-butadiene-styrene (ABS);polycarbonate; polycarbonate/PBT blends; polycarbonate/ABS blends;copolycarbonate-polyesters; acrylic-styrene-acrylonitrile (ASA);acrylonitrile-(ethylene-polypropylene diamine modified)-styrene (AES);phenylene ether resins; blends of polyphenylene ether/polyamide;polyamides; phenylene sulfide resins; polyvinyl chloride (PVC); highimpact polystyrene (HIPS); polyethylene (e.g., low/high densitypolyethylene (L/HDPE)); polypropylene (PP) (e.g., expanded polypropylene(EPP)); polyetherimide; and thermoplastic olefins (TPO); as well ascombinations comprising at least one of the foregoing. For example, thepolymer reinforcement structure can comprise Noryl™ GTX resin, LEXAN™resin, ULTEM™ resin, VALOX™ resin, CYCOLAC™ resin, and/or STAMAX™ resin,which are commercially available from SABIC. Desirably, the polymerreinforcement structure comprises polypropylene, and/or blends ofpolyphenylene ether/polyamide. The polymer reinforcement structure canoptionally be reinforced, e.g., with fibers, particles, flakes, as wellas combinations comprising at least one of the foregoing. These fibersmay include glass, carbon, bamboo, aramid, kevelar etc., as well ascombinations comprising at least one of the foregoing. For example, thepolymer reinforcement structure can be formed from STAMAX™ materials, along glass fiber reinforced polypropylene commercially available fromSABIC. The polymer reinforcement structure and/or shell can also be madefrom combinations comprising at least one of any of the above-describedmaterials and/or reinforcements, e.g., a combination with a thermosetmaterial. Desirably, the shell comprises continuous fibers (e.g., glass,carbon, aramid, kevelar, as well as combinations comprising at least oneof the foregoing in a polymeric matrix of polyetherimide, polyamide(nylon), polyphenylene oxide, polycarbonate, polypropylene, as well ascombinations comprising at least one of the foregoing.

Good adhesion between the shell and polymer reinforcement structure, canbe attained with compatibility between the polymer matrix of the shelland the polymer of the polymer reinforcement structure. For example theshell can be made of continuous carbon fiber reinforced composite withbase resin of nylon, and the polymer of the polymer reinforcementstructure can also include nylon resin or any other resin blended withnylon like SABIC's Noryl™ GTX. Another example, the outer shell is madeof continues glass fiber reinforced composite material withpolypropylene as resin matrix, and polymer reinforcement structure cancomprise a polypropylene based material or short/long fiber reinforcedpolypropylene composite like SABIC's STAMAX™ resin.

The honeycombs' orientation with respect to the channel in the support(and also with respect to the opening through the structural element)can also be chosen to attain the energy absorption characteristics ofthe reinforced component (e.g., BIW component). For example, thehoneycomb can form channels that can be oriented 0 degrees (e.g.,parallel) to 90 degrees (perpendicular), to the major axis of the shell.The major axis is the axis extending down the channel (e.g., see FIG. 3axis Ax). In other words, in some embodiments, the honeycombs can have acommon main axis with the channel and extend parallel thereto. In otherembodiments, the honeycombs can extend perpendicular to the main axis ofthe channel. Consequently, when the reinforcement is disposed in thestructural component (also referred to herein as structural vehiclecomponent and vehicle component), in some embodiments, the honeycombscan have a common main axis with the opening through the structuralcomponent, while in other embodiments, the honeycombs can extendperpendicular to the opening through the structural component.

The overall size of the energy-absorbing device will depend upon itslocation within the BIW and the size of the associated opening in thestructural component. Furthermore, the characteristics of thereinforcement will depend upon the energy absorption characteristicsdesired in the particular area, e.g., the number of combs or ribs perunit area, the thickness of the comb walls or ribs, and the specificmaterial of the plastic reinforcement. The density of combs (number ofcombs per unit area) is dependent upon the desired stiffness, crushcharacteristics, and materials employed. In some embodiments, thedensity can be 1 to 20 combs per 100 mm², specifically, 1 to 10 combsper 100 mm², and more specifically 1 to 5 combs per 100 mm². In variousembodiments, the thickness of the walls of the plastic reinforcement canbe 0.5 mm to 10 mm, specifically, 2 mm to 5 mm, and more specifically2.5 mm to 4 mm. Generally, a reinforcement will comprise greater than orequal to 10 combs, specifically, greater than or equal to 20 combs, andmore specifically, greater than or equal to 30 combs.

The length of the shell is dependent upon the particular area of theBIW, while the length of the polymer reinforcement structure isdependent upon the amount and location of enhanced structural integrityin the shell. The polymer reinforcement structure can have a lengthcommensurate with the length of the shell or less than the length of theshell (e.g., can be localized; i.e., disposed only in a specificlocation to attain enhanced structural integrity of that location).Desirably, to maximize the weight reduction, the polymer reinforcementstructure is localized so as to add the minimum amount of weight neededto attain a desired structural integrity (e.g., a structural integritythat this greater than or equal to the standard metal component withoutthe thinner walls). The energy-absorbing device can have a length ofless than or equal to 1,000 mm, specifically, less than or equal to 800mm, and more specifically, less than or equal to 300 mm. The length ofthe reinforcement can be less than or equal to 80% of the length of thestructural component, specifically, less than or equal to 60%, morespecifically, less than or equal to 50%, and yet more specifically, 10%to 35% of the length of the structural component (i.e., the structuralcomponent that is reinforced by the energy-absorbing device). Forexample, the energy-absorbing device can have a length of 150 mm to 350mm, specifically, 200 mm to 250 mm, such as for use in a pillar or rail.In other embodiments, the energy-absorbing device has a length of 500 mmto 800 mm, specifically, 600 mm to 700 mm, such as for use in a floorrocker. The structural component is a hollow metal element. Thereinforcement is disposed in the hollow space. When the reinforcement isnot located throughout the hollow space in the structural element, itcan be attached to the structural element to inhibit the reinforcementfrom being dislodged during use of the vehicle or during an impact.

Some possible structural component material(s) include polymers (e.g.,thermoplastic and/or thermoset), composite, metals, and combinationscomprising at least one of the foregoing. Some metals include aluminum,titanium, chrome, magnesium, zinc, and steel, as well as combinationscomprising at least one of the foregoing materials. The thickness of thewalls of the structural component can all be the same or can bedifferent to enhance stiffness in a desired direction. For example, oneset of opposing walls can have a greater/lesser thickness than the otherset of opposing walls. In some embodiments, the structural componentshave a wall thickness of less than or equal to 1.6 mm, specifically, 1.0mm to 1.5 mm, and more specifically 1.3 mm to 1.4 mm. Generally, metalwalls (e.g., floor rocker, rails, pillars, bumper beam, and so forth),have a wall thickness of greater than 1.8 mm. Therefore, the use of theenergy-absorbing device enables a reduction in wall thickness (of thestructural component) of greater than or equal to 10%, specifically,greater than or equal to 20%, and even greater than or equal to 25%.

As noted above, the reinforcement can be located in various areas of thevehicle, such as in the bumper beam(s) and/or the BIW component (such asrail(s), pillar(s), chassis, floor rocker, and cross-bar(s)), as well ascombinations comprising at least one of the foregoing. The desiredspecific location of the reinforcement in the structural component canbe determined using crash results.

The fixing measures to attach the energy-absorbing device in thestructural component can be mechanical and/or chemical. Examples ofmechanical fixing measures include snaps, hooks, screws, bolts (e.g.,threaded bolt(s), rivets, welds, crimp(s) (e.g., the crimped metalwall). A friction fit can also be used to maintain the reinforcement inplace. Chemical fixing measures can include bonding agents such asglues, adhesives, and so forth.

A more complete understanding of the components, processes, andapparatuses disclosed herein can be obtained by reference to theaccompanying drawings. These FIGS. (also referred to herein as “FIG.”)are merely schematic representations based on convenience and the easeof demonstrating the present disclosure, and are, therefore, notintended to indicate relative size and dimensions of the devices orcomponents thereof and/or to define or limit the scope of the exemplaryembodiments. Although specific terms are used in the followingdescription for the sake of clarity, these terms are intended to referonly to the particular structure of the embodiments selected forillustration in the drawings, and are not intended to define or limitthe scope of the disclosure. In the drawings and the followingdescription below, it is to be understood that like numeric designationsrefer to components of like function.

FIG. 1 is a pictorial representation of possible reinforcement locationsin a vehicle. Here, the energy-absorbing device can be located in one orany combination of the identified locations. For example, A-Pillar 50(e.g., near the center of the length of A-Pillar), B-Pillar 52 (e.g.,near the center of the length of B-Pillar), C-Pillar 54 (e.g., near thecenter of the length of C-Pillar), D-Pillar 56 (e.g., near the center ofD-Pillar), roof rail 58 (e.g., in multiple, separate locations along thelength of the roof rail; such as centered over the window(s)), and/orfloor rocker 60 (e.g., in the area where the B-Pillar meets the floorrocker), and junction of A pillar and floor rocker. For example, insertsthat occupy about 10% to 30% of the length of the metal component can belocated in A-Pillar 50, B-Pillar 52, the roof rail 58, and the floorrocker 60. The correct location of these reinforcements depends on crashworthiness performance for different high-speed impact requirements. Asis clear from the illustrations (e.g., FIGS. 4-5 ), the honeycombs formchannels 18. The channels can be oriented parallel to the main axis ofthe hollow opening formed in the body in white component, orienting thechannels perpendicular to the main axis (Mx in FIG. 12 ) of the hollowopening formed in the body in white component provides furtherstructural integrity.

FIG. 5 is a pictorial representation of a concept; in which localizedreinforcements are proposed at identified locations of A-Pillar,B-Pillar, roof rail, and floor rocker and so forth. The details shown inFIG. 5 illustrate the formed structural component (e.g., from two metalstructures welded together) formed from a hollow component (FIG. 4 )with a reinforcement (FIG. 3 ) placed in the hollow component. Thespecific location of these reinforcements depends on crashworthinessperformance for different high-speed impact requirements.

FIGS. 3-5 illustrate the elements of the reinforcement. FIG. 5illustrates the polymer reinforcement structure 4 to be located withinthe channel 20 of the shell (6, 12). As can be seen in FIG. 13 , theshell 6 can comprise openings 14, such that the plastic of the polymerreinforcement structure 4 can pass through the opening 14 therebyforming a mechanical bond and locking the shell 6 and polymerreinforcement structure 4 together. The openings 14 can be preformedsuch that the continuous fibers are oriented around the openings.Alternatively, the opening 14 can be formed into the shell, by cuttingthrough the side, and the fibers.

As is illustrated in FIG. 11 , the energy-absorbing device 1 can have ashape that is complimentary to the shape of the opening through thestructural component 72. The depth of the comb (e.g., length of thehoneycomb channels 18) can be constant throughout the polymerreinforcement structure, or can vary along the length of thereinforcement, e.g., to follow the shape of the structural component 72of the vehicle. For example, the depth of the combs of the polymerreinforcement structure 4 can decrease from one end of the polymerreinforcement structure to an opposite end of the polymer reinforcementstructure.

The use of localized reinforcement (e.g., energy-absorbing device havinghollow channels therethrough, located in the structural component) mayenable the reduction in wall thickness of the structural component(e.g., BIW component) by greater than or equal to 15%, while retainingthe structural integrity.

FIGS. 6 and 7 illustrate some examples of making the energy-absorbingdevice 1. FIG. 7 illustrates making the energy-absorbing device 1 bylaying up unidirectional (UD) tapes 22 of continuous fiber reinforcedplastic material in the injection molding tool. The tape layup can beautomated or manual. The injection molding tool can be preheated so thatthe polymer matrix of UD tapes reaches its glass transition temperature.Then the heated layup can be compressed by a forming tool 24 forconsolidation followed by solidification of the compressed lay up toform the shell 6. Then overmolding 26 of the polymer reinforcementstructure 4 in the shell 6 is accomplished by injection of fiberreinforced polymer into the injection molding tool. Differentorientation and number of layers of the can be designed to achievedifferent geometry and thickness of shell and customized properties ofthe shell.

FIG. 8 illustrates a process for forming an energy absorbing device. Apreform laminate 28 comprising continuous fiber reinforced polymer, canbe placed into a forming tool 30. The tool 30 is heated to make thislaminate 28 formable, later it is compressed in the tool cavity to takerequired shape of shell 6. The formed shell 6 can then be placed intothe injection molding tool wherein fiber reinforced plastic material canbe injected to overmold the desired polymer reinforcement structure 4.

Now referring to FIG. 9 , the shell 6 is made by laying-up UD layers orby using a laminate having a specific lay-up (e.g., with layers ofcontinuous carbon fibers and/or glass fibers in a thermoplastic matrix).The shell can then be formed into a “U” shaped channel from thelayup/laminate, e.g., using a special forming tool. The forming toolillustrated in FIG. 9 , has a core 80 and cavity 82, wherein the cavityis located between a first platen 84 and a hinged platen 86, and thecore 80 extends from the first platen 84 (e.g., is fixedly attached tothe first platen 84), into the cavity 82, with a space remaining betweenthe core 80 and the hinged platen 86. The hinged platen 86 comprisesthree sections 86A, 86B, and 86C. Movable sections 86A and 86B can moveon about hinges 88A and 88B respectively, toward intermediate section86C, to change a U shaped cavity having a size that is complementary tothe size of the core 80. In other words, the two outside platen sections(86A,86B) can be rotated (e.g., 90 degrees) from a flat to a formingorientation (e.g., vertical orientation) adjacent the core 80, to form aU shaped cavity for forming the shell. The movable sections 86A and 86Bcan be moved from the rest position to the forming position usingvarious methods such as manually, using hydraulic, using cylinders 90(e.g., two gas (e.g., air) operated cylinders) to form the U shapedshell.

The process can comprise UD layers laid up in a desired layerorientation and consolidated to form a laminate. The consolidatedlaminate 92 can be located on the hinged platen 86 such that the area ofthe laminate intended to be the sides will be located over the hingedsection 86A or 86B. The consolidated laminate 92 is heated to the glasstransition temperature of the resin matrix. The shell 6 is then formedby lowering the core 80 into the forming position and rotating themovable sections 86A and 86B, e.g., actuating the hinged platen sectionsby the air cylinders 90, to rotate (e.g., 90 degrees) to a formingposition, thereby bending the heated, consolidated laminate into a Ushape. The degree of rotation of the movable sections 86A and 86B isdependent on the desired angles of the sides of the shell 6 (e.g.,parallel sides, or sides oriented at a different angle). Once the core80 and movable sections 86A and 86B are in the forming position, theheated consolidated laminate is cooled to solidify the laminate and formthe shell 6.

For example, the layers used in the laminate can be formed by forming afilm of the resin matrix (e.g., having a thickness or less than or equalto 300 micrometers (μm)). The pre-consolidated laminate can be heatedabove the Tg (glass transition temperature) of the resin matrix,allowing the resin to flow between the fibers in their bundle to form aresin-fiber structure. For example, Noryl™ GTX resin film (e.g., havinga thickness of 76.2 micrometers (0.003 inch) and 127 micrometers (0.005inch)) is heated into a fiber or fabric to form the layer. The filmthickness is dictated by the desired laminate ratio by volume. A 60/40ratio by volume, for example, will usually yield a 50/50 ratio by weightwith a 3K toe weave or 3K twill weave. This is also dependent on thevolume density of the fabric. The use of the GTX resin in theconsolidated laminate will help promote better adhesion between theformed laminate shell and the plastic overmolded structure. Optionally,the layers for the laminate can be formed using a powder method. In thismethod, a powder (e.g., ground powder) is applied to the fiberstructure, to form a powdered fiber. The powdered fabric is heated tosemimelt the powder into the fabric, thereby impregnating (e.g.,semi-impregnating) the powder into the fiber tape or fabric to form thelayer. For example, the powder is distributed (e.g., evenly distributed)across the fabric and then by means of ultrasonics, air impingement isforced between the fiber bundles then heated above the Tg so the resincan coat the fiber bundles after which the fiber structure is rolled andthe fibers are pre-coated or semi impregnated to form the resin-fiberstructure. Possible powders can be formed from any of the above mentionthermoplastic materials, such as Noryl™ GTX resin, LEXAN™ resin, ULTEM™resin, VALOX™ resin, CYCOLAC™ resin, STAMAX™ resin, and combinationscomprising at least one of the foregoing, such as an alloy some of theseresins.

Once the layers (i.e., the resin-fiber structure) are prepared, thelaminate can be formed. The layers (i.e., resin-fiber structure) can belaid-up and the lay-up can then be placed in a laminator. The layup isthen dried, e.g., allowing residual moisture to surface and be removed.After drying, the layup is heated (e.g., to a resin melt temperature)under vacuum to enable the fiber to wet out. Pressure is then applied tothe layup. The temperature is then reduced (e.g., rapidly to roomtemperature), the pressure is thereafter released and the laminate isthen removed. For example, referring to FIG. 14 , a layup 38 is placedbetween a first platen 32 and a laminate platen 34. The temperature inthe laminator 40 is increased to a temperature sufficient to removeresidual moisture (e.g., depending upon the resin matrix, 100° C. to200° C., specifically, 125° C. to 165° C., e.g., 150° C.). Thistemperature can be held for enough time for residual moisture to surfaceon the layup (e.g., a hold time of up to 30 minutes, specifically, 2 to20 minute, more specifically, 5-10 minutes). The actual time will dependupon the moisture content of the resin and the thickness of the layup.After drying hold time is complete, a vacuum is pulled in the vacuumchamber 36. The vacuum can be pulled (e.g., to a pressure of less than30 inches of mercury (Hg), specifically, less than 28.8 Hg, and morespecifically 10 Hg, and the process temperature can be increased. Thetemperature can be increased to greater than or equal to a melttemperature of resin in the layup (e.g. to greater than or equal 205°C., specifically, 218° C., and more specifically, 232 to 400° C.,wherein the specific temperature is dependent upon the particularresin). Once the process temperature is reached, pressure is applied tothe layup 38 by creating relative motion between the first platen 32 andthe laminate platen 34. The pressure can be greater than or equal to 1megaPascal (MPa), specifically, greater than or equal to 1.5 MPa, andmore specifically, 1.75 MPa to 2.5 MPa, e.g., 2 MPa (e.g., about 300pounds per square inch (psi)).

It is noted that the pressure is adjusted based upon the layup, whereintoo much pressure will inhibit resin wet out of fibers, e.g., due topressing fiber bundles tightly together restricting resin flow into thebundle, while too little pressure will inhibits the laminates attaininga desired thickness.

After the pressure is applied the temperature is reduced so that thelaminate solidifies and can be removed from the laminator. For examplethe temperature can be reduced to less than or equal to 38° C.,specifically, less than or equal to 33° C., and more specifically, lessthan or equal to 27° C. The temperature reduction can be by rapidcooling (e.g., reducing the temperature by greater than or equal to 25°F. per minute). Once cooled, the vacuum and pressure can be released andthe laminate can be removed.

Alternatively, a laminate can be formed in a dynamic laminating process,e.g., using a heated twin belt laminator. In this process, alternatingfeeds of film and fabric (or tape) is fed into the laminator, with thenumber of films and fabrics dependent upon the desired thickness of thelaminate. In the first stage, the drying stage, pressure is applied toallow moisture release. In the next stage, the melt zone, thetemperature and pressure are increased to cause the resin to flow intothe fabric. In the cooling zone, the layup is cooled under pressure tocompletely solidify the laminate. For example, referring to FIG. 15 ,films 102 and fabrics 104 are fed into the twin belt laminator 100.Pressure (e.g., a pressure of greater than or equal to 10 pounds persquare inch (psi), for example 10 psi to 25 psi) is applied in thedrying zone 106, e.g., during the first stage, allowing moisture toescape. In the next stage, the melt zone 108, the pressure andtemperature are increased to allow the resin flow into the fabric. Thetemperature, which is dependent on the particular resin, can be withinthe melt process temperature of such resin. The pressure, which is alsodependent upon the particular resin and particularly the melt viscositythereof, can be greater than or equal to 50 psi, for example, thepressure can vary from 50 psi to 500 psi. From the melt zone 108, thelayup enters the cooling zone 110 where it is solidified under pressureto form the laminate 114. The laminate 114 can then optionally be cut tothe desired length. The continuous laminating process can yield sheetproducts four feet wide and cut to any length after which smaller piecescan be cut for a desired application.

As illustrated in FIG. 10 , a sequential gate opening system in theinjection molding tool can be incorporated to get favorable alignment offibers (short and/or long fibers) and minimize weld lines in the polymerreinforcement structure 4 (e.g., honeycomb or ribbed geometry). As aresult, the injection molding cavity can fill from one end to the other,enhancing the quality of the final product.

By uniting the structural component (e.g., any hollow, metal, loadbearing component in the vehicle) and hybrid reinforcements as describedherein, several advantages are realized: (i) the design is lightercompared to all metallic components, yet the same structuralrequirements are still met, (ii) the plastic reinforcements have a highstiffness by weight ratio compared to other reinforcements (e.g.,compared to foam, expandable epoxy, and steel reinforcements), (iii)there is better thermal performance during paint cycle compared to foamor epoxy reinforcement solutions, and/or (iv) no changes are required inexisting assembly line; e.g., the crush countermeasure can bemanufactured and used in a motor vehicle without the use of additionalprocessing steps. In addition, since the same structural integrity canbe attained at a reduced weight, or better structural integrity can beattained at the same weight of standard, all steel structural components(e.g., BIW), this design is better suited to meet the carbon dioxideemission requirements due to be in effect by 2016, as well as meetingthe safety requirements of the National Highway Traffic SafetyAdministration (NHTSA).

Set forth below are some embodiments of the tool, laminate, shell,energy absorbing device, vehicle, and structural components describedherein.

Embodiment 1

An energy-absorbing device, comprising: a polymer reinforcementstructure, wherein the polymer reinforcement structure comprises apolymer matrix and chopped fibers; and a shell comprising 2 wallsextending from a back and forming a shell channel, wherein the shellcomprises continuous fibers and a resin matrix; wherein the polymerreinforcement structure is located in the shell channel.

Embodiment 2

The device of Embodiment 1, wherein some of the polymer matrix islocated in openings at edges of the shell, forming a mechanical bondbetween the shell and the polymer reinforcement structure.

Embodiment 3

The device of any of Embodiments 1-2, wherein the polymer reinforcementstructure comprises honeycombs and/or ribs, e.g., cross-rib pattern orhoneycomb.

Embodiment 4

The device of any of Embodiments 1-3, wherein the polymer reinforcementstructure comprises honeycombs that extend in the same direction as thewalls toward the back.

Embodiment 5

The device of any of Embodiments 1-4, wherein the shell channel has amajor axis, and wherein the honeycomb structure comprises honeycombchannels, and wherein the honeycomb channels are oriented perpendicularto the major axis.

Embodiment 6

The device of any of Embodiments 1-5, wherein the polymer reinforcementstructure is inseparably attached to the shell.

Embodiment 7

The device of any of Embodiments 1-6, wherein the plastic element has ahollow honeycomb structure with hexagonal comb geometry, and has alength of 150 mm to 350 mm.

Embodiment 8

The device of any of Embodiments 1-7, wherein the shell comprises aplurality of holes through the walls.

Embodiment 9

The device of any of Embodiments 1-8, wherein the device forms vehiclecomponent comprising bumper beam, rail, pillar, chassis, floor rocker,cross-bar, an instrument panel, cross-car member, door support bar, seatstructure, suspension controller, engine block, oil pump cover, andcombinations comprising at least one of the foregoing.

Embodiment 10

The device of Embodiment 9, wherein, besides optional metal fibers, thedevice is metal free.

Embodiment 11

The device of Embodiment 9, wherein the device comprises no metal shell,coating, or housing.

Embodiment 12

The energy absorbing device of any of Embodiments 1-11, whereinenergy-absorbing device is metal free.

Embodiment 13

The energy absorbing device of any of Embodiments 1-12, wherein thecontinuous fibers are unidirectional.

Embodiment 14

A structural body of a vehicle, comprising: a hollow structural vehiclecomponent comprising walls that define a cavity, wherein the vehiclecomponent has a component length; and the energy-absorbing device of anyof Embodiments 1-13; wherein the energy-absorbing device is located inthe cavity.

Embodiment 15

The structural body of Embodiment 14, wherein the structural vehiclecomponent is selected from the group consisting of bumper beam, rail,pillar, chassis, floor rocker, cross-bar, an instrument panel, cross-carmember, door support bar, seat structure, suspension controller, engineblock, oil pump cover, as well as other components, as well ascombinations comprising at least one of the foregoing.

Embodiment 16

The structural body of Embodiment 15, wherein the structural vehiclecomponent is a floor rocker.

Embodiment 17

A vehicle, comprising: the structural vehicle component; and theenergy-absorbing device of any of Embodiments 1-13, optionally locatedin the structural vehicle component; an engine; and a drive mechanism.

Embodiment 18

A vehicle, comprising: the structural vehicle component, wherein thestructural vehicle component is the energy-absorbing device of any ofEmbodiments 1-13; an engine; and a drive mechanism.

Embodiment 19

A forming tool for forming a laminate shell, comprising: a first platencomprises a core; a hinged platen, comprising first movable section,second movable section, and intermediate section located between firstmovable section and second movable section; a first hinge connecting thefirst movable section and the intermediate section, such that the firstmovable section can move from a flat position to a forming positionadjacent the core; and a second hinge connecting the second movablesection and the intermediate section, such that the second movablesection can move from a flat position to a forming position adjacent thecore; wherein the core extends from the first platen, between the firstplaten and the hinged platen; and wherein the first platen and thehinged platen are configured to create relative motion therebetween todecrease a distance between the core and the intermediate section.

Embodiment 20

The forming tool of Embodiment 19, further comprising cylinders orientedto move the first movable section, or the second movable section, or thefirst movable section and the second movable section.

Embodiment 21

A method of forming a laminate, comprising: feeding fiber structure andresin film to a heated belt to form layup; optionally applying a dryingpressure to allow moisture release to form a dried layup; increasing atemperature and the pressure to flow the resin into the fiber structureto form the laminate; and cooling the laminate to solidify the laminate.

Embodiment 22

The method of Embodiment 21, wherein the laminate is cooled underpressure.

Embodiment 23

The method of Embodiment 22, wherein the laminate is cooled under thepressure of greater than or equal to 30 psi, or a pressure of greaterthan or equal to 50 psi, or a pressure of 50 psi to 500 psi.

Embodiment 24

The method of any of Embodiments 21-23, wherein the drying pressure isgreater than or equal to 10 psi.

Embodiment 25

The method of any of Embodiments 21-24, wherein increasing thetemperature and the pressure to flow the resin comprises increasing thetemperature to greater than or equal to a melt temperature of the resin,and the pressure to greater than or equal to 50 psi.

Embodiment 26

The method of any of Embodiments 21-25, wherein the layup comprisesalternating layers of fiber structure and resin.

Embodiment 27

The method of any of Embodiments 21-26, wherein the layup comprisesgreater than or equal to 4 fiber structures.

Embodiment 28

The method of any of Embodiments 21-27, wherein the layup comprisesgreater than or equal to 6 fiber structures.

Embodiment 29

A method of forming a laminate, comprising: laying up resin-fiberstructures in a laminator to form a layup; optionally drying the layup;pulling a vacuum in the laminator; increasing a temperature to a processtemperature; creating relative motion between platens of the laminatorto apply pressure to the layup at the process temperature to form thelaminate; cooling the laminate.

Embodiment 30

The method of Embodiment 29, wherein the resin-fiber structure is formedby: applying powder to a fiber structure; forcing the powder into thefabric structure; heating to above a Tg of the resin to form a heatedfiber structure; and rolling the heated fiber structure to form theresin fiber structure.

Embodiment 31

The method of Embodiment 30, wherein the powder is forced into the fiberstructure with ultrasonic air impingement.

Embodiment 32

The method of any of Embodiments 21-31, further comprising laying up thefiber structures such that the layup has a fiber orientation ofalternating 0 degrees and 90 degrees, (0/45/−45), (0/60/−60),(0/45/90/0), (0/90/0/90/90/0/90/0), (0/90/0/0/90/0),(0/90/45/0/0/45/90/0), or (0/60/90/90/90/60/0).

Embodiment 33

The method of an of Embodiments 21-32, further comprising laying up thefiber structures such that the layup has a fiber orientation forming abalanced layup.

Embodiment 34

A method of forming a laminate shell, comprising: placing the laminateof any of Embodiments 21-33 onto a hinged platen in a forming tool;heating the laminate; moving a first movable section and second movablesection toward a core, and decreasing a distance between the core and anintermediate section, such that the laminate bends to form the shell;cooling the shell; and removing the shell from the forming tool.

Embodiment 35

The method of Embodiment 34, wherein the shell has a total thickness of0.2 to 10 mm, or 0.3 to 3 mm, or 0.5 mm to 2 mm, or 0.5 mm to 1.5 mm.

Embodiment 36

A method of forming an energy-absorbing device, comprising: overmoldingthe shell of any of Embodiments 34-35 with a polymer reinforcementstructure to form the energy absorbing device.

Embodiment 37

The method of Embodiment 36, wherein the polymer reinforcement structurecomprises honeycombs and/or ribs.

Embodiment 38

The method of any of Embodiments 36-37, wherein the polymerreinforcement structure has channels that extend parallel to the sidesof the shell and perpendicular to an intermediate section of the shell.

Embodiment 39

An energy-absorbing device, comprising: a polymer reinforcementstructure, wherein the polymer reinforcement structure comprises apolymer matrix and chopped fibers; and a shell comprising 2 wallsextending from a back and forming a shell channel, wherein the shellcomprises continuous fibers and a resin matrix, and wherein the resinmatrix is a polymeric resin matrix; wherein the polymer reinforcementstructure is located in the shell channel; wherein the shell comprises alaminate formed from a layup of fiber structures such that the layup hasa fiber orientation of angles comprising at least two different angles.

Embodiment 40

The device of Embodiment 39, wherein the angles are selected from 0degrees and 90 degrees, (0/45/−45), (0/60/−60), (0/45/90/0),(0/90/0/90/90/0/90/0), (0/90/0/0/90/0), (0/90/45/0/0/45/90/0), or(0/60/90/90/90/60/0).

Embodiment 41

The device of any of Embodiments 39-40, wherein the angle comprises afiber orientation forming a balanced layup.

Embodiment 42

The device of any of Embodiments 39-41, wherein the polymerreinforcement structure comprises honeycombs and/or ribs.

Embodiment 43

The device of any of Embodiments 39-42, wherein the polymerreinforcement structure comprises honeycombs that extend in the samedirection as the walls toward the back.

Embodiment 44

The device of any of Embodiments 39-43, wherein the shell channel has amajor axis, and wherein the honeycomb structure comprises honeycombchannels, and wherein the honeycomb channels are oriented perpendicularto the major axis.

Embodiment 45

The device of any of Embodiments 39-44, wherein the polymerreinforcement structure is inseparably attached to the shell.

Embodiment 46

The device of any of Embodiments 39-45, wherein the plastic element hasa hollow honeycomb structure with a hexagonal comb geometry.

Embodiment 47

The device of any of Embodiments 39-46, wherein the shell comprises aplurality of holes through the walls.

Embodiment 48

The device of any of Embodiments 39-47, wherein, besides optional metalfibers, the device is metal free.

Embodiment 49

The device of any of Embodiments 39-48, wherein the device comprises nometal shell, coating, or housing.

Embodiment 50

The device of any of Embodiments 39-49, wherein the polymeric resinmatrix and the polymer matrix are independently selected frompolycarbonate; polybutylene terephthalate;acrylonitrile-butadiene-styrene; polycarbonate;acrylic-styrene-acrylonitrile; acrylonitrile-(ethylene-polypropylenediamine modified)-styrene; phenylene ether resins; polyamides; phenylenesulfide resins; polyvinyl chloride; polystyrene; polyethylene;polypropylene; polyetherimide; and combinations comprising at least oneof the foregoing.

Embodiment 51

The device of any of Embodiments 39-50, wherein the polymeric resinmatrix and the polymer matrix are independently selected frompolycarbonate blends; polycarbonate/PBT blends; polycarbonate/ABSblends; copolycarbonate-polyesters; blends of polyphenyleneether/polyamide; polyamides; and comprising at least one of theforegoing.

Embodiment 52

The device of any of Embodiments 39-51, wherein the polymeric resinmatrix and the polymer matrix are independently selected from Noryl™ GTXresin, LEXAN™ resin, ULTEM™ resin, VALOX™ resin, CYCOLAC™ resin, and/orSTAMAX™ resin.

Embodiment 53

The device of any of Embodiments 39-52, wherein the continuous fibersare selected from glass fibers, carbon fibers, bamboo fibers, aramidfibers, kevelar fibers, and combinations comprising at least one of theforegoing.

Embodiment 54

The device of any of Embodiments 39-53, wherein the chopped fibers areselected from glass fibers, carbon fibers, bamboo fibers, aramid fibers,kevelar fibers, and combinations comprising at least one of theforegoing.

Embodiment 55

The device of any of Embodiments 39-54, wherein the continuous fibersand the chopped fibers are independently selected from glass fibers,carbon fibers, and combinations comprising at least one of theforegoing.

Embodiment 56

The device of any of Embodiments 39-55, wherein device is metal free.

Embodiment 57

The device of any of Embodiments 39-56, wherein the continuous fibersare unidirectional.

Embodiment 58

A structural body of a vehicle, comprising: a hollow structural vehiclecomponent comprising walls that define a cavity, wherein the structuralvehicle component has a component length; and the energy-absorbingdevice of any of Embodiments 39-57; wherein the energy-absorbing deviceis optionally located in the cavity.

Embodiment 59

The structural body of Embodiment 58, wherein the structural vehiclecomponent is selected from the group consisting of bumper beam, rail,pillar, chassis, floor rocker, cross-bar, an instrument panel, cross-carmember, door support bar, seat structure, suspension controller, engineblock, oil pump cover, as well as other components, as well ascombinations comprising at least one of the foregoing.

Embodiment 60

The structural body of Embodiment 59, wherein the structural vehiclecomponent is a floor rocker.

Embodiment 61

A vehicle, comprising: the structural vehicle component; and theenergy-absorbing device of any of Embodiments 39-57, located in thestructural vehicle component; an engine; and a drive mechanism.

All ranges disclosed herein are inclusive of the endpoints, and theendpoints are independently combinable with each other (e.g., ranges of“up to 25 wt. %, or, more specifically, 5 wt. % to 20 wt. %”, isinclusive of the endpoints and all intermediate values of the ranges of“5 wt. % to 25 wt. %,” etc.). “Combination” is inclusive of blends,mixtures, alloys, reaction products, and the like. Furthermore, theterms “first,” “second,” and the like, herein do not denote any order,quantity, or importance, but rather are used to identify one elementfrom another. The terms “a” and “an” and “the” herein do not denote alimitation of quantity, and are to be construed to cover both thesingular and the plural, unless otherwise indicated herein or clearlycontradicted by context. The suffix “(s)” as used herein is intended toinclude both the singular and the plural of the term that it modifies,thereby including one or more of that term (e.g., the film(s) includesone or more films). Reference throughout the specification to “oneembodiment”, “another embodiment”, “an embodiment”, and so forth, meansthat a particular element (e.g., feature, structure, and/orcharacteristic) described in connection with the embodiment is includedin at least one embodiment described herein, and may or may not bepresent in other embodiments. In addition, it is to be understood thatthe described elements may be combined in any suitable manner in thevarious embodiments. As used herein, “free” is intended to only includeimpurities and not intentionally added elements.

While particular embodiments have been described, alternatives,modifications, variations, improvements, and substantial equivalentsthat are or may be presently unforeseen may arise to applicants orothers skilled in the art. Accordingly, the appended claims as filed andas they may be amended are intended to embrace all such alternatives,modifications variations, improvements, and substantial equivalents.

What is claimed is:
 1. A structural body of a vehicle, comprising: abody-in-white (BIW) structural vehicle component that is hollow andcomprises walls that define a cavity, wherein the BIW structural vehiclecomponent has a component length, and an energy-absorbing device locatedin the cavity, the energy-absorbing device, including: a polymerreinforcement structure, wherein the polymer reinforcement structurecomprises a polymer matrix and chopped fibers; and a shell comprisingtwo walls extending from a back and forming a U-shaped shell channel ofa crush countermeasure of the BIW structural vehicle component, whereinthe shell comprises a laminate formed of a layup of alternating layersof fibers structure and a resin matrix such that, for each layer in thelayup, fibers of the fiber structures are oriented a different anglethan the fibers of each adjacent layer; wherein the polymer matrix withchopped fibers is overmolded onto the shell to form the polymerreinforcement structure located in the shell channel, the polymerreinforcement structure being inseparably attached directly to theshell; wherein the polymer reinforcement structure comprises honeycombsand/or ribs; and wherein the fiber structure includes continuous fibersthat comprise at least one of: fabric fibers, wherein the fabric fibersare located in a single plane and oriented in at least two directions;and unidirectional tape fibers, wherein greater than or equal to 90% ofthe unidirectional tape fibers are oriented in the same direction. 2.The structural body of claim 1, wherein the continuous fibers comprisefabric fibers, wherein the fabric fibers are located in a single planeand oriented in at least two directions.
 3. The structural body of claim1, wherein the continuous fibers comprise unidirectional tape fibers,wherein greater than or equal to 90% of the unidirectional tape fibersare oriented in the same direction.
 4. The structural body of claim 1,wherein: the shell comprises a plurality of holes through the two wallsthat extend from the back; and some of the polymer matrix is located inthe holes, forming a mechanical bond between the shell and the polymerreinforcement structure.
 5. The structural body of claim 1, wherein: theshell comprises a plurality of openings at edges of the shell; and someof the polymer matrix is located in the openings, forming a mechanicalbond between the shell and the polymer reinforcement structure.
 6. Thestructural body of claim 1, wherein the polymer reinforcement structurecomprises honeycombs that extend in the same direction as the wallstoward the back.
 7. The structural body of claim 6, wherein: the shellchannel has a major axis; the honeycombs comprises honeycomb channels;and the honeycomb channels are oriented perpendicular to the major axis.8. The structural body of claim 1, wherein the polymer reinforcementstructure has a hollow honeycomb structure with hexagonal comb geometry.9. The structural body of claim 1, wherein: the resin matrix is apolymeric resin matrix.
 10. The structural body of claim 1, wherein thechopped fibers are selected from glass fibers, carbon fibers, bamboofibers, aramid fibers, and combinations comprising at least one of theforegoing.
 11. The structural body of claim 1, wherein the device formsa structural vehicle component comprising bumper beam, rail, pillar,chassis, floor rocker, cross-bar, an instrument panel, cross-car member,door support bar, seat structure, suspension controller, engine block,oil pump cover, and combinations comprising at least one of theforegoing.
 12. The structural body of claim 1, wherein the devicecomprises metal fibers and is otherwise metal free.
 13. The structuralbody of claim 1, wherein the device comprises no metal shell, coating,or housing.
 14. The structural body of claim 1, wherein energy-absorbingdevice is metal free.
 15. A vehicle, comprising: the structural body ofclaim 1; an engine; and a drive mechanism.
 16. A method of forming theenergy-absorbing device of claim 1, comprising: forming the shell by:feeding the fiber structure and resin film to a heated belt to form thelayup; increasing a temperature and the pressure to flow the resin filminto the fiber structure to form the laminate; cooling the laminate tosolidify the laminate; placing the laminate onto a hinged platen in aforming tool; heating the laminate; moving a first movable section andsecond movable section toward a core, and decreasing a distance betweenthe core and an intermediate section, such that the laminate bends toform the shell; cooling the shell; removing the shell from the formingtool; and overmolding the shell with the polymer reinforcement structureto form the energy absorbing device.
 17. The method of claim 16, furthercomprising applying a drying pressure to allow moisture release to forma dried layup.